MTO Supportive Guidelines

MTO Transit Supportive Guidelines have been published.
http://www.mto.gov.on.ca/english/transit/supportive-guideline/transit-supportive-guidelines-2012-en.pdf
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6. Improve pedestrian and cycling infrastructure to increase
convenient and comfortable access to transit. This is
particularly important in post-war suburban neighbourhoods
and employment areas where densities are low and distances
between uses are greater. M D S
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Transforming paved shoulders into designated bike
lanes, in line with the Ontario Bikeways Planning and
Design Guidelines, can enable people to travel longer
distances to reach transit.
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8. Discourage low-density employment uses such as auto
wreckers, warehousing and storage facilities, and auto-oriented
uses such as gas stations, service centres and drive-through
establishments from locating in proximity to transit stops or in
station areas. R M D
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9. The design of arterials and collectors should consider and
balance a range of factors including the existing and planned
land use and urban form, the movement of goods and the needs
of pedestrians, cyclists, transit vehicles and private automobile
users. The relative priority of each of these modes will vary
depending on the local context. Guidelines for supporting a range
of mobility options can be found in Section 2.2. R M D
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10. Periodically review transit networks to assess their efficiency
and effectiveness at serving transit users as well as their ability
to serve and influence changing patterns of land use. Further
information on planning performance and monitoring can be
found in Section 3.2 of this document. R M
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3. Consider all modes of transportation in the planning and
allocation of space within a corridor, including walking, cycling,
transit and the private vehicle. D S
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3. Factor the costs of providing transit services to proposed
developments into the evaluation process. Also consider a
requirement for developers to fund transportation demand
management initiatives. A policy to this effect may be adopted
by municipal councils as part of the community’s official plan.
Consider implementing a multi-modal transportation impact
assessment process to assess transit costs and requirements
related to new development (Chapter 4). M D
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6. Introduce transit service as early as possible during the
development of new communities, for example at the early
stage of occupancy, to encourage early uptake of expanded
systems (Guideline 3.1.1). Factors to be considered in the early
provision of transit service include the:
• planned densities and timing of new development within
a 5- to 10-minute walk of the proposed service (Guideline
1.1.7). Where densities are lower than sustainable to provide
transit service (Guideline 1.1.7), consider partnerships with
developers to provide incentives for new riders.
• distance new routes will need to be extended to serve new
areas and impacts this will have on existing service levels.
• costs of providing additional vehicles to maintain existing
levels of service to existing routes. M D
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Explore the creation of a station-related open space at regional
destinations or at stations along rapid transit corridors to:
• enhance connections between a surrounding
neighbourhood and the station area;
• provide a quality location through design and use of highquality
materials for user amenities such as wayfinding,
public art and/or seating and support ancillary uses such as
coffee shops and convenience stores;
• provide a location for cycling-supportive facilities such as
racks, lockers and drinking fountains; and
• strengthen the identity of the station and surrounding area
as a destination and community hub. D S
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2.2.2 Streets should be designed with sidewalks and crossings that are comfortable to use, with frequent intersections and crossing points that provide multiple routing options and amenities that enhance the experience of walking to and from transit.
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1. Provide sidewalks on both sides of all streets within a 400 m
radius from transit stops and an 800 m radius from express
stops or rapid transit stations. Evaluate pedestrian capacity
on sidewalks with significant volumes using level of service
metrics. Measures can be used to determine when to make
improvements or reallocate space from other uses. M D S
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2.2.3 The design of streets should help support the establishment of an extensive cycling network, creating safe and convenient streets for cyclists that are linked with transit, minimize conflicts between cyclists and other modes of transportation and contain amenities to support cycling.
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Streets that have been designed solely for motorized vehicles can be intimidating for cyclists, placing them in conflict with other vehicles and pedestrians. The creation of a network of cycling–friendly streets and supportive infrastructure leading to and from transit will help to support and encourage users who otherwise may find it difficult to reach transit, or conversely may want to cycle from transit to their final destination. This is particularly important in rural and suburban environments where densities are low,
destinations are dispersed and vehicular speeds are high.
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Strategies:
1. Coordinate the identification and layout of bicycle routes with
transit planning to enhance connections to transit stops and
station areas. M D
2. Bicycle networks should comprise a range of cycling
accommodations (see page 50) that together establish a
continuous, interconnected network throughout and between
settlement areas. Identify routes that are attractive to cyclists,
with direct connections between major destinations, slower
traffic speeds and volumes and/or limited grade changes. M
3. Avoid gaps or jogs in routes and connect existing gaps between
routes over time. Using contraflow bike lanes on one way
streets, indicated by pavement markings and clear signs, can
be an effective strategy to connect gaps in the bike network. M
4. Establish signed cycling routes leading to and from station
areas within a 3 to 5 km radius of rapid or regional transit
stations.
• Where possible, these routes should be dedicated curb-side
bike lanes or marked, shared curb lanes with sufficient width
to accommodate both motor vehicles and cyclists. A wider
bike lane should be provided when adjacent to curb side
parking to allow cyclists to pass safely when drivers exit their
vehicles. Wider lanes may be also necessary depending on
the vehicle volumes and levels of truck traffic. Recommended
widths are identified within the Ontario Bikeways Planning
and Design Guidelines.
• Highlighting dedicated bike lanes with a solid colour may help
to alert drivers of their existence and enhance user safety.
Lanes should be coloured with durable, slip-resistant and
reflective material to prevent sliding when wet and improve
visibility.
• In rural settlement areas, bike lanes can be created by
modifying a paved shoulder to provide a signed bike lane
along concession roads leading to and from stops and/or
station areas. Appropriate widths and other features of the
bike lane will varywith truck and general traffic volumes and
speeds. M
5. Municipalities should work with local enforcement officials to
ensure that parking and stopping restrictions in bike lanes are
enforced. M
6. In areas where there are high levels of vehicular traffic or speed
limits, for example, over 60 km/hr, the provision of segregated
cycling facilities should be considered. Segregation can be
achieved in a number of different ways, using bollards, concrete
islands, boulevards with medians or other methods to separate
and protect cyclists. When choosing a treatment, considerations
should include location of driveways, space for manoeuvring
around hazards, ease of maintenance, and the safety of
pedestrians. M D
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Accommodating cyclists at transit stations through provision of bike storage and other facilities is an
important component of a multi-modal transit strategy. Cyclists’ ability to travel distances that might
be too long to walk but are too short to be convenient for transit makes cycling an important mode of
transportation: one that is able to connect transit users comfortably to a whole range of destinations within
a 3 to 5 km radius of a station area.
If cyclists are unable to conveniently access station areas or find safe and secure parking for their bicycles
they will be discouraged from riding to the station. Just as pedestrians require a certain level of amenity,
cyclists require infrastructure and facilities to enable them to safely move within a station area, minimize conflict with other vehicles and pedestrians and support them at both the beginning and end of a trip.
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1. Require large developments, institutions and employers to
submit transportation demand management (TDM) strategies
as a component of the site plan approval process. These could
include a range of features such as car share spaces, cycling
facilities or programs such as a carpool strategy, emergency
ride home program, private shuttle services and transit fare
incentives. Also see Guideline 3.5.5. M D S
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4. Prioritizing cyclists and integrating cycling facilities in parking lots
at major stops and station areas can help promote higher levels
of cycling access. Strategies to promote and enhance access for
cyclists can be found in Guideline 2.2.4. D S
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Winnipeg Transit has developed the
following standards for new route
development and coverage:
• Introduce new routes or extend
routes under these conditions:
• When a new development has at
least 600 housing units;
• When most of the housing units
in the new development are
located more than 800 m from
existing transit service; and
• When at least 200 of the housing
units in the new development are
occupied.
• Establish express routes if:
• it will result in significant
reduction in travel time for
customers; and
• if all seats in the vehicle will be
used at the maximum load point.
• For express routes, locate bus stops
only at transfer points with other
routes.
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Transit systems often have limited resources to improve facilities and services. Integrating bicycle use with transit service is an effective means of attracting new riders by increasing the catchment areas of stations and stops without expensive investments in route expansion or new routes. However, careful investigation,
planning and consultation are still required to determine where resources are best spent and to ensure smooth implementation.
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Burlington Transit Youth
Ambassadors
Burlington Transit, in association
with Burlington Green, is developing
the Burlington Transit Youth
Ambassadors program in local high
schools. Ambassadors coordinate
and host a series of information
sessions throughout the year and
answer questions about Burlington
Transit.
Burlington Transit Youth Ambassador Program
(Burlington Transit)
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Economic Impacts of Transit Investment
• The economic benefit of Canada’s existing
transit systems is at least $10 billion/year.
• Transit reduces Canadian household vehicle
operating costs by about $5 billion/year.
• Transit reduces the economic cost of traffic
collisions by almost $2.5 billion/year.
• Transit saves about $115 million in annual
health care costs related to respiratory
illness.
Issue Paper 35: Measuring Success: The Economic
Impact of Transit Investment in Canada (Canadian Urban
Transit Association)
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The development of a series of alternative transitsupportive
development standards can be used to
guide public and private investment in designated areas
or districts such as nodes or corridors. They can be
incorporated into guidelines or official plan policies and
include items such as:
• streetscape standards designed to encourage higher
levels of walking and cycling;
• parking standards such as reduced parking
requirements and maximum parking supply;
• building standards such as minimum ground floor
height requirements to support more active uses; and
• transportation demand management requirements.
Alternative development standards can help to guide
public investment in facilities, streets and open spaces
to ensure that they meet objectives related to supporting
transit. Implementation of standards can be achieved
through municipal development approvals processes
such as the establishment of plans of subdivision,
rezoning processes, official plan amendments and/or
site plan approvals.
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One of the most common problems associated with
standard traffic impact assessments is that they tend to
over-value the impact of new development on vehicular
movement while discounting new opportunities for
increased walking, cycling and transit use.
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Municipalities can recoup up to 90% of the costs
calculated to pay for transit, parkland development,
daycares and recreation facilities through development
charges. A municipality may choose to levy a
development charge for transit in order to recoup costs
associated with the growth of transit in new service
areas.
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